Transmission gearing



ZShepzs--Sheeifl E. J, HALL.

- TRANSMISSION GEARING Filed Nov. 27, l19223 Sept. 7 1926.

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sept. 7, 1926.

E. J. HALL TRANSMISSION GEARING 2 Sheets-Sheet 2 I Filed Nov. 27 1925 x I d...

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INVENTOR.

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Patented Sept. 7, 1926.

UNITED STATES ELBERT J. HALL, OF BERKELEY, CALIFORNIA.

TRANSMISSION GEARING.

Application filed November 27, 1925.

This inventionv relates to transmission gearing, and the primary object of the 1nvention is to provide an improved trans-v mission mechanism particularly adapted for use in various driving connections as will hereinafter appear.

As is well known, the standard automobile transmission comprises three speeds forward and one reverse, the highest forward speed icing direct and the two lower speeds being indirect. This arrangement is ordinarily quite ideal, since mostof the driving is done through the direct high speed connection. A somewhat different problem, however, is presented in such vehicles as heavy motor busses. These vehicles travel at a relatively high speed on the main highways but a great portion of their travel is in the city and heavy traflic where a reduced speed must be used. As now constructed, these vehicles must be driven at this reduced speed through the indirect transmission drive above mentioned. The indirect forward driving portion of the transmissions now in use is, like the reverse of the transmission., adapted to be used only in special instances and is not well adapted to continuous or regular driving purposes. `It is furthermore objectionable to operate the vehicle under such two different driving conditions. It is the primary object of my invention to provide an improved transmission through which a vehicle or other mechanism can be driven at different speeds or ratios and eractly under the same conditions in each.

While my invention isk particularlyT applicable to vehicles as above ,pointed out, it should be understood that the same may also be used with facility in other mechanisms. Another advantageous use of my invention may be'mentioned, as marine engines. These lengines ordinarily require one forward `drive and one reverse drive, although two ormore forward speeds may be provided if desired. My improved transmission as hereinabove described may be constructed to provide `these driving connections, each driving under exactly the same conditions, andthe same can furthermore be constructed to provide the forward and reverse drives with anyrelative Vspeeds desired.` The construction of such an improved transmission is another object of my invention.

In the accompanying drawings I have illustrated certain specific embodiments of my Serial No. 71,585.

invention, but it will be understoodthat the invention can be otherwise embodied and that the drawings are not to be construed as defining or limiting the scope of the invention, the claims appended to this speciiication being relied upon for thatV purpose.

Referring to the figures of the drawings,

Fig. 1 is a longitudinal sectional view through a transmission consisting of one embodiment of my invention.

Fig. 2 is a cross sectional view therethrough taken on line lI-II of Fig. 1.

Fig. 3 is a longitudinal sectional view through a modified construction of my invention.

Fig. 4i shows a plan view in section of a modified arrangement of therear portion of the transmission mechanism.

Referring first to Figures 1 and 2 of the drawings, 1 indicates a transmission box or casing having an extension 2 secured to the forward end thereof. The driven shaft 3, which may be connected to the differential of a vehicle or otherinechanism to be driven, is Vmounted on ball bearings 4i and 5. Gears 6, 7, and 8 are keyed tothe shaft 43.

Cooperating gears 9, 10, and 11 are independently rotatably supported on ball bearings 12, 13, and 14 opposite the gears 6, 7, and 8. Gears 6 and 7 are respectively in mesh with gears 9 and 10, and gear 8 is drivingly connected to gear 11 through an idler gear 15. It will be noted that all these gears are 'of very sturdy construction and are provided 4with teeth having a very wide bearing surface, the teeth preferably being cut spirally to eliminate noise and chatter. y

A driving sleeve 16 provided with a `flange 17, which` may be connected to the engine shaft, is mounted in ball bearings 18 in the casing 2 in axial alignment with the gears 9, 10, and 11. This sleeve may be operatively connected to any one of gears 9,10, and 11 through an axially shiftable shaft 19. The bore of the sleeve is provided with a plurality` of teeth 2O therein providing long grooves therebetween in which slide a pluraltiy of radial teeth 21 carried on the end of the shaft 19. The shaft can therefore be freely shifted axially and still remain in rotative driving engagement with the sleeve. y

' Two sets 22 and `23 of clutch teeth are provided on the .other end of shaft 19 and the bores through the gears 9, 10, and 11 are fifi large enough toV freely receive these 'gear teeth sets therethrough. of clutch teeth 24, 25, and 26 are provided within the bores of these gears.

can be shifted axially by means of a rod 27 carrying a. yoke 28 engaging between a pair of collars 29 on the sha-ft; a spring-pressed detent 3() is adapted to engagein notches 31 tor 35 inclusive in the rod 27 to hold the' shaft in'its different shifted positions.

Vhen the rod 27V is moved to engage the detent 30 in the notch 31, the teeth 22 are in mesh with the teeth 24of the gear 9. lVith the detent in vnotch 32, the enlarged portion 36 of the shaft isrv supported by the teeth 24 and there is no driving engagement between shaft 19 and any of the gears. lVith the d etentin rnotch 33, the teeth 2 2 arein mesh with the teeth 25 of thel gear 10. lith the detent in the notch ,34, the portion 36 of the shaftis supported by the tccth25 and there is no drivingengagement between lthe shaft and any of the gears. With the dctentin thenotch 35, the teeth 23 are in mesh with theteeth 26 of the gear 11.

It should be particularly noted that, the construction and arrangement are such that the shaft19 is entirely out of contact with all the gears except the gear with which it is in driving engagement. lVhen the shaft is in either of the two neutral positions, the same is supported on the enlarged circular bearing end 36. Y i y VIt will now be seen .that the transmission, as illustrated in Figs. 1 and2, provides two forward speeds and a reverse, and that the driving conditions through all of such speeds is identical. Thus, a vehicle equipped with this'improved transmission is operating identically under the same conditions whether in traiiic, on a grade, or out on the openr road. Furthermore,it will be noted that the :gears 9, .10, and 11 Lnot engaged by theY shaft 19 are entirely free of such shaft and rotate freely and independentlyon. their bearings. The gears as illustrated are constructed of wide and substantial proprortionsandV in' a manner. giving a broad toothed driving surface. Y

lIn Fig. 3, I have illustrated a slightly modified construction of my invention.V In this construction, 37 indicates the driven shaftA having two gears 38 and'39 keyed thereon. These gears are in meshwith two gears 40 and 41 supported independently on ball bearings. A shaft 42, like the shaft 19,

45. The driving sleeve 44 and gears 40 and 41 are engaged with the shaft 42r in the same manner as above describedfinV reference to Fig. 1. This construction is adapted to. be, used where .itismdesired tov obtain twospeeds only. For example, the same may be used as an auxiliary transmis- I Y (,oopei ating sets The shaft A adaptedto be shifted axially by la yokev nections shown in Fig. 8 can be constructed as a reverse merely by using an idler gear as yshown in Fig. 2.`

It is believed that the construction, operation, and. advantages of my improved transmission' will be clear from themabove description and that further description herein is therefore unnecessary.

The present device is ideally suited vfor use with an oil feed planetary transmission mechanism, for the reason that the low peripheral speed of the teeth on yshaft 19 will permit ease `of shifting, notwithstanding the drag which occurs 'in wet transmissions of this sort. Theshaft 19`maybe employed as .the propeller shaft or thepower may be applied to shaft 3.. The numberof teeth or splines on the shaft l19Qmay `be varied according yto conditions, and various forms of gears 6, 7 and 8imay be used, such, for instance, as the herringbone typeof gears.

Tn Fig.4 the hollow gears through which the shiftable shaft 19 passes are indieated'at 911, 10, and 11u, and are of the beveltype.

They mesh with thering gears 6a, 7a, and y 8, mounted on a shaft or axle 3a, which inautomotive practice may be the rear axle. Thereby the same change-speed and reverse maybe obtained as in Fig'. 1.'

Having thusy described my what I claim and ,desirek to secure by Letters Patent isl 1. 'A transmission comprising 'a shaft, a pair of gears mounted thereon, a 4pair of gears each rotatably supportedv independently and respectively in mesh with the first mentioned gears, va shaft co-aXial withinl the secondgmentioned gears, a4 set of internal V invention,

clutch teeth on each lofthesefgears,y a'fset of cooperating clutch'teeth on the co-aXial shaft, the portion of this shaft adjacent Vopposite sidesof this set -being concentric of ythe shaft and' of a diameter Vequal to lthe internal` diameter of the clutch teeth on the gears whereby, when the'set of'teethV on the shaft is` adjacent but not engagedfwith ythe gear clutch teeth, the shaft willbe rotatably supported by the said gear teeth, and means for shifting'thisshaftlaxiallyto drivingly engage its set of c lutclifteeth with either vset `of gearclutch teeth, thel clutchA teeth end of the -co-axial shaftbeing supported konly` .by ,its co-.axialfgears lj 2. Aftiansmissi'n comprising avsha ft,`ap

pluralitylof gears mounted thereonja` plurality of gears each" rotatably supported independently and respectively inV driving con; nection with the first mentioned gears,f'a

shaft co-a-Xial within the second mentioned gears, a setof internalfclut'ch.teeth on each of these gears, a plurality of sets of'coo'p'erlli atingclutch teeth on the co-axial shaft, the portion of this shaft adjacent opposite sides of one last said set being concentric of the shaft and of a diameter equal to the internal diameter of the adjacent clutch teeth.

'l the co-axial shaft being supported only by its co-axial gears.

3. A transmission comprising a shaft, a plurality of gears mounted thereon, a plurality of gears respectively in mesh With the first mentioned gears, antifriction bearings rotatably and independently supporting the second mentioned gears, a shaft co-axially Within the second mentioned gears, inwardly extending clutch teeth Within each of such gears, cooperating outwardly extending clutch teeth on the axially shiftable shaft,

means for shifting this shaft axially to drivingly engage the same With any one of the gears through the said cooperating clutch teeth, and means whereby this shaft is supported concentrically Within and by its gears When disengaged therefrom.

4C. A transmission comprising a shaft, a plurality of gears mounted thereon, a plurality of gears each rotatably supported independently and respectively in driving connection With the first mentioned gears, a shaft co-axial Within the second mentioned gears, cooperating teeth on this shaft and gears, means for shifting this shaft axially to drivingly engage the same With any one of the gears through the said teeth, means carried by the gears and shaft for supporting the shaft co-axially of and Ifor free rotation Within the gears when the same is disengaged from the gears, a sleeve coaxially over the axially shiftable shaft, and cooperating longitudinally extending teeth on the said shaft and sleeve whereby relative axial movement but not relative rotation is permitted therebetween,

ELBERT J. HALL. 

